JP5629213B2 - Lightweight tire with non-radial carcass structure - Google Patents

Description

  The present invention relates to lightweight tires adapted to be mounted on vehicles, in particular motorcycles, for example motorcycles.

  Although the invention is not limited to such applications, the invention will be described with particular reference to such motorcycle or motorcycle tires.

  Tires, particularly tire reinforcements or reinforced armatures for motorcycles, are now and in most cases a stack of one or more plies conventionally referred to as "carcass plies", "crown plies" etc. Consists of. The way to describe the reinforcement in this way is to make a series of semi-finished products, often in the form of longitudinal plies, with fine line reinforcement, and then assemble or stack them together It comes from the manufacturing method of making green (raw) tires. The ply is flattened to large dimensions and then cut to fit the dimensions of a given product. First, at least some of the semi-finished products are assembled together substantially flat. The green tire thus made is then shaped (inflated) to give the tire a typical donut shape for the tire. Next, a product that can be vulcanized at any time by sticking the “finished” semi-finished product to the green tire is obtained.

  In the “conventional” form of such a method, anchoring elements (generally bead wires) are used to anchor or hold the carcass reinforcement within the bead region of the tire, particularly during the green tire molding phase. In this type of method, a portion of all (or just a few percent) of the plies that make up the carcass reinforcement is folded around a bead wire contained within the tire bead. As a result, the carcass reinforcement is anchored in the bead.

  As a result of the industry widespread adoption of this conventional method, those skilled in the art will use the vocabulary defined in this method, even though there are many alternatives in how to form plies and assemblies. Therefore, generally accepted terms include “ply”, “carcass”, “bead wire”, the term “shaping” which means the evolution from a flat profile to a donut-shaped profile, and the like.

  Today, strictly speaking, there are tires that do not have a “ply” or “bead wire” that meets the above definition. For example, EP 0 582 196 describes a tire manufactured without using a semi-finished product in the form of a ply. For example, the reinforcing elements of the various reinforcing structures can be applied directly to the adjacent rubber compound layer, and then all of these are attached to the donut core in a continuous layer, the shape of the donut core being the tire being manufactured. Produces a profile that is almost identical to the final profile of. In this case, there is no “semi-finished” product or “ply” or “bead wire”. Basic products such as rubber compounds and reinforcing elements in the form of wires or filaments are applied directly to the core. Since the core shape is donut-shaped, it is no longer necessary to make a green tire to convert a flat profile to a torus-shaped profile.

  Furthermore, the tire described in this patent document does not use “traditional” wrapping of the carcass ply around the bead wire. Instead of this type of anchoring, a structure is used in which circumferential wires are positioned adjacent to the sidewall reinforcement structure, all of which are embedded in the anchoring or bonded rubber compound.

  There are also methods for assembling a donut-shaped core that employs a semi-finished product specifically designed for quick and efficient and simple laying or lamination onto the central core. Finally, both some finished products (eg plies, bead wires, etc.) that give rise to certain architectural aspects and semi-finished products made by directly pasting compound and / or reinforcing elements It is also possible to use a hybrid with.

  In the above patent document, in order to take into account recent technological advances in both the product manufacturing field and the product design field, neutral terms or usages are used instead of conventional terms such as “ply”, “bead wire”, etc. It is convenient to use terms that are unrelated to the type of method used. The terms “carcass type reinforcement” or “sidewall reinforcement” refer to the carcass ply reinforcement elements in the conventional method and the corresponding reinforcement elements of tires manufactured according to a method that does not use a semi-finished product. , Generally attached to the sidewall). The term “tethering zone” can, for some part, simply represent the “traditional” turn of the carcass ply around the bead wire in a conventional manner. This is because it is an assembly formed by an adjacent sidewall reinforcement portion of the bottom zone formed using a method that includes a circumferential reinforcement element, a rubber compound, and a doughnut-shaped core.

  As with all other tyres, motorcycle tires are switching to radial designs, such tires are one of the reinforcing elements that make an angle that may be 65 ° to 90 ° with the circumferential direction. Or a carcass reinforcement formed of two plies, on which a carcass reinforcement rests radially on a crown reinforcement which is at least generally formed of a woven (or fabric or fabric) reinforcement element . However, non-radial tires still exist and the present invention applies to these as well. The invention also relates to a partially radial tire, i.e. a tire in which the reinforcing element of the carcass reinforcement is at least part of the carcass reinforcement, e.g. radial for the part corresponding to the tire sidewall.

A number of crown reinforcement design examples have been proposed depending on whether the tire is to be attached to the front or rear of the motorcycle. In the case of a crown reinforcement, the first structure uses only a circumferential cord, and this structure is used particularly for a rear tire. The second structure is directly inspired from the structure normally used for private vehicle tires, and this second structure is used to improve wear resistance, and thus Such a structure uses at least two crown layers of reinforcing elements, such reinforcing elements being parallel to each other within each layer, but from one layer in an acute angle with the circumferential direction. Crossed to the next layer, such a tire is ideal for the front of a motorcycle. The radial tops of the two crown layers described above may be coated with at least one layer of circumferential elements, typically obtained by spirally winding a strip of at least one rubber-coated reinforcing element. . French Patent 2,561,588 describes such a crown reinforcement with at least one layer, the reinforcement element of this ply having a variation of 0 ° to 8 ° with respect to the circumferential direction. The elastic modulus of such elements is as high as at least 6000 N / mm ² , and between the carcass reinforcement and the ply of the circumferential element is mainly from one layer to the next A cushioning or cushioning layer formed by two plies of elements that are crossed over the layers and at an angle of 60 ° to 90 ° with respect to each other is positioned, the crossing layers having an elastic modulus of at least 6000 N / It is formed with a woven reinforcing element of mm ² .

  U.S. Pat. No. 5,301,730 is directed to at least one substantially circumferential element from a radial carcass reinforcement to a tread for the purpose of enhancing tire driveability for a motorcycle rear tire. Proposed crown reinforcement composed of two plies of elements that are crossed from one ply and the next to the next ply and have an angle that may be between 35 ° and 55 ° with respect to the circumferential direction The ply of the element parallel to the circumferential direction is made of an aromatic polyamide, and the ply of the crossing element is made of an aliphatic polyamide.

European Patent No. 0582196 French Patent No. 2561588 US Pat. No. 5,301,730

  The object of the present invention is to make lightweight tires for motorcycles, thereby maintaining satisfactory durability, in particular without compromising other properties necessary to satisfy the user. It is possible to realize a sufficiently high tire cornering stiffness at a sufficiently high maximum tire speed.

  This object is according to the invention at least in the region of the maximum axial width of the tire and strictly less than 75 ° with the circumferential direction and at least strictly within the equatorial plane and less than 65 ° with the circumferential direction. A tire having at least one carcass-type reinforcement structure anchored to a bead on each side of the tire, wherein the tire is made of at least one layer of mutually parallel reinforcing elements at an angle of A sidewall is provided as an outwardly extending portion, the sidewall is joined to the tread on the radially outer side, and the tire is located on the radially outer side of the carcass type reinforcing structure, which is called a working layer. In a tire having a crown reinforcement structure under the tread, which comprises at least one layer of reinforcement elements that form an angle of 10 ° to 60 ° with the circumferential direction, the tire comprises The wall has at least two axially adjacent carcass reinforcing layer portions, the reinforcing elements of the carcass reinforcing layer portion being oriented on each side of the meridional plane, and the at least one working layer reinforcing element is at least This has been achieved with a tire characterized in that it intersects the reinforcing elements of the carcass-type reinforcing structure at an angle of more than 40 ° in the equator plane.

  The circumferential direction or longitudinal direction of the tire is a direction corresponding to the periphery of the tire and is determined by the rolling direction of the tire.

  A circumferential plane or circumferential section is a plane perpendicular to the tire's axis of rotation. The equatorial plane is a circumferential plane that passes through the center or crown of the tire tread.

  A radial plane or meridional plane is a plane that includes the axis of rotation of the tire.

  The rotation axis of the tire is the center of rotation of the tire during normal use.

  The transverse direction, meridional direction or axial direction of the tire is parallel to the tire rotation axis.

  According to the invention, the tire has two axially adjacent carcass reinforcing layer portions over at least part of the sidewalls, and the reinforcing elements of these carcass reinforcing layer portions are oriented on each side of the meridional plane. It has been. Also advantageously according to the invention, the reinforcing elements of the carcass reinforcing layer part intersect the reinforcing elements of the next layer at an angle of at least 6 °, preferably at least 10 °. In the case of a tire having a carcass layer folded around a bead wire, the two axially adjacent carcass reinforcing layer portions of the present invention may be composed of a carcass layer and its folded portion.

  According to a preferred embodiment of the invention, the reinforcing elements of the carcass reinforcing layer form an angle greater than 65 ° with the circumferential direction over at least part of the sidewall.

  According to the invention described above, for example, it is possible to produce a tire having a single carcass layer and a single active crown layer, and therefore to produce a lighter tire because there are very few layers of reinforcing elements. Is possible. For example, such tires are also more economical to manufacture, primarily because of the low amount of material, and secondly because of the short manufacturing time, and must be placed in place. The amount of material is reduced compared to a normal tire.

  According to the results of tests conducted on motorcycles wearing the tires of the present invention, such tires have a reinforcing element of the working layer in particular greater than 40 ° with the reinforcing element of the carcass type reinforcing structure. Since they intersect at an angle, we were able to provide satisfactory cornering rigidity.

  According to a preferred embodiment of the invention, at least in the equatorial plane, at least one active layer reinforcing element and carcass type reinforcing structure reinforcing element are directed in opposite directions with respect to the equatorial plane.

  Furthermore, the maximum permissible speeds obtained with such tires are satisfactory for use on road motorcycle type motorcycles, and the tire according to the invention has a ply with one reinforcing element. Enables the realization of speeds that exceed the speeds obtained with certain tires of conventional design, especially with several working plies crossed to the next ply.

  Furthermore, in the case of “traditional” manufacturing including a shaping step, according to the present invention, the above-mentioned working crown layer can be applied prior to performing this shaping step.

  In particular, the inventor has simplified the production of the tire according to the invention by attaching the working layer before the shaping step in the so-called “traditional” production method, thus further reducing the production costs, In particular, the presence of a working layer prior to the shaping step enables in particular the attachment of a carcass reinforcement, the reinforcement elements of which are distributed in the circumferential direction and its entire axial width. The carcass reinforcement is different in the working layer, especially under the tread, compared to the angle in the sidewall, in order to make an angle that is constant and thus, after shaping, to exert the characteristics of the tire of the invention I was able to prove that it would make an angle.

  Preferably, the reinforcement element of the at least one working layer makes an angle of less than 45 ° with the circumferential direction, at least in the equatorial plane. Such an embodiment of the present invention can further increase the cornering rigidity of the tire.

  Also, preferably, in the case of a tire having at least two working layers, according to the present invention, all of the two reinforcing elements of the working layers stacked on each other can be directed in the same direction with respect to the meridional plane direction. Preferably, the reinforcing element can be crossed from one layer to the next at an angle of up to 5 °. According to such an embodiment of the invention, as described above, the presence of the two active layers before the shaping step is performed, so that the reinforcing element is constant over the circumferential direction and its entire axial width. It is possible to attach an angled carcass reinforcement, the purpose of which, after shaping, is to provide a carcass reinforcement under the tread compared to the angle in the sidewall in order to demonstrate the characteristics of the tire of the present invention. There are different angles to get.

  According to another embodiment of the invention, the tire may have several working layers, of which only one working layer is applied prior to the shaping step during tire manufacture.

  According to an advantageous variant of the invention, the angle between the reinforcing element of the working layer and the reinforcing element of the carcass-type reinforcing structure is greater than 70 °. According to such a modified embodiment of the present invention, the cornering rigidity of the tire can be further improved.

  According to a preferred embodiment of the present invention, it has at least one carcass layer including a portion folded around a bead wire in the bead, and the end of at least one folded portion of the carcass layer is at least one active layer. Overlaid on the end, preferably over a length of at least 3 mm. By superimposing the folded portion of the carcass layer on one end of the working layer proposed in the present invention, it is possible to improve the high-speed linear soundness, in particular.

  Also advantageously, according to a first variant embodiment of the invention, it has at least one carcass layer including a portion folded around a bead wire in the bead, and an end of at least one folded portion of the carcass layer. The radial distance between the section and the radially inner end of the bead wire is 50% to 75% of the radial distance between the shoulder end and the radially inner end of the bead wire. According to the first modified embodiment of the present invention, it is possible to improve the stability and / or handleability of a motorcycle equipped with such a tire.

  When the tire is mounted on its regular rim and inflated, it is projected on the outer surface of the tire at the intersection of the tangent of the surface of the axially outer end of the tread on one side and the radially outer end of the sidewall on the other. The shoulder end is configured within the shoulder zone of the tire.

  According to a second variant embodiment of the invention, the at least one carcass layer comprises a portion folded around a bead wire in the bead, the end of the at least one folded portion of the carcass layer extending under the tread. ing. Manufacturing the tire as the second modified example of the present invention further contributes to the improvement of the cornering rigidity of the tire, in addition to the improvement in terms of handleability and stability.

  According to any one of these alternative embodiments of the present invention, as described above, the folded portion of the carcass layer can be overlapped with the end of at least one active layer, in which case this active layer Extends in at least a part of the sidewall in the case of the first variant embodiment.

  Also according to an embodiment of the present invention, according to the present invention, advantageously, when the folded portion of the carcass layer is overlapped with the end of at least one active layer, the end of at least one folded portion of the carcass layer Can be positioned between the at least one carcass layer and the active layer.

  According to another embodiment of the present invention, the end of at least one folded portion of the carcass layer is positioned axially and / or radially on the exterior of the working layer.

  In a preferred embodiment of the invention, the tire may in particular consist of a crown reinforcement structure further comprising at least one layer of circumferential reinforcement elements, according to the invention the circumferential reinforcement elements are longitudinal. It consists of at least one reinforcing element oriented at an angle of less than 5 ° with the direction.

  In an advantageous embodiment of the invention, the layer of circumferential reinforcing elements is positioned radially on the exterior of at least part of the working layer.

  A layer of circumferential reinforcement element can be made directly under the tread, the purpose of which is to form a protective layer that protects the carcass layer and other layers of the crown reinforcement structure from any mechanical attack.

  Also, a layer of circumferential reinforcing elements can be created between the two active layers for particularly economic reasons, reducing the amount of material and the installation time. According to such an embodiment of the invention, in particular in the case of a manufacturing technique comprising a shaping step, the layer of circumferential reinforcing elements and the radially outermost active layer are laid after the shaping step.

  In another advantageous embodiment of the invention, the layers of circumferential reinforcing elements are positioned at least partly radially inward of the inner working layer. According to this embodiment, the layer of circumferential reinforcing elements is made radially inside the working layer, which can in particular improve the grip and drive of the tire. In this case, such an embodiment of the present invention entails production using hard core tire technology.

  In another variant of the invention, the at least one layer of circumferential reinforcing elements is at least partially positioned radially inward of the carcass-type reinforcing structure. In this case, according to this variant of the invention, the tire is preferably made using a tire manufacturing technique including a hard core or a rigid mold.

  According to a preferred embodiment of the invention, the reinforcing element of the working layer is made of woven fabric.

  Also preferably, the reinforcing elements constituting the layers of the circumferential reinforcing elements are made of metal and / or woven fabric and / or glass. In particular, different types of reinforcing elements can be used according to the invention in the same layer of circumferential reinforcing elements.

Also preferably, the reinforcing elements that make up the layer of circumferential reinforcing elements have an elastic modulus greater than 6000 N / mm ² .

  Other details and advantageous features of the invention will become apparent in the following when reading the description of several exemplary embodiments of the invention with reference to FIGS.

1 is a meridian schematic view of a tire as a first embodiment of the present invention. It is a meridian surface schematic diagram of the tire as a 2nd embodiment of the present invention. It is a meridian surface schematic diagram of the tire as a 3rd embodiment of the present invention.

  To simplify the understanding of the figures, FIGS. 1-3 are not shown to scale. These figures only show half of the tire figure, the other half of the tire being symmetrically continuous with respect to the XX ′ axis representing the circumferential meridian plane or equatorial plane of the tire.

  FIG. 1 shows a motorcycle tire 1 of size 120 / 70ZR17 (58W). The tire 1 has a tread 2 connected to a bead 4 by a sidewall 3. The bead has a bead wire 5, and a carcass reinforcement consisting of a single layer 6 forming a folded portion 7 is anchored around the bead wire. Layer 6 consists of a rayon-type fabric reinforcing element that forms an angle substantially equal to 75 ° with the circumferential direction in the sidewall. The angle formed by the reinforcing elements in the folded portion 7 of the carcass reinforcing material is substantially -75 ° with respect to the circumferential direction.

  Under the tread 2, a crown reinforcement composed of a layer 8 of rayon-type textile reinforcement elements forming an angle of −38 ° with the circumferential direction in the equator plane rests radially on the carcass reinforcement.

  More specifically, below the tread, the angle formed by the reinforcing elements of the layer 6 in the circumferential direction on the radially outer side of the layer 8 is equal to 55 ° in the equator plane. In the region of the maximum axial width of the tire, the angle between the reinforcing element of the layer 6 and the circumferential direction is equal to 65 °.

  The difference between the angle between the reinforcing element of the layer 6 and the circumferential direction and the angle between the reinforcing element of the layer 8 and the circumferential direction is equal to 93 °, so that at the equatorial plane and over the entire width of the layer 8 is 40 °. Greater than.

  For example, such a tire 1 is advantageously manufactured according to a manufacturing method including a shaping step. A carcass reinforcing layer 6 consisting of reinforcing elements that form an angle of 75 ° with the circumferential direction is applied. Next, a layer 8 of reinforcing elements having an angle equal to −47 ° is laid out radially on the exterior of the carcass reinforcing layer 2. During the shaping step, the angle formed between the reinforcing element of the layer 6 and the circumferential direction and the angle formed between the reinforcing element of the folded portion 7 and the circumferential direction are maintained in the sidewall, whereas the layer below the tread The angle formed by the reinforcing element 6 and the circumferential direction is adjusted within the crown of the tire, that is, at a value of 55 ° at the equator plane. The angle formed by the reinforcing element of the layer 8 and the circumferential direction is adjusted after shaping and is changed from −47 ° to −38 ° in the crown of the tire, that is, in the equatorial plane. The change in angle observed after shaping is less noticeable at the edge of the layer 8.

  A layer of circumferential reinforcing element 9 is applied after the shaping step.

  Such a layer of circumferential reinforcing elements advantageously consists of a single fine wire wound to form an angle substantially equal to 0 ° with the circumferential direction. A layer of circumferential reinforcing elements can also be achieved by simultaneously winding such thin wires when embedding several bare wires or thin wires in the form of strips in the rubber.

  FIG. 2 shows a tire 21 that is substantially the same as the tire of FIG. 1 except that the layer of reinforcing elements 28 extends into the upper part of the sidewall 23. In FIG. 2, the end portion of the layer 28 is provided between the carcass reinforcing layer 26 and the end portion of the folded portion 27 in the axial direction in this case. The overlap between the end of the folded portion 27 and the layer of the reinforcing element 28 extends over a length l of about 8 mm. This overlap region provides a slight modification in the angle of the reinforcing element of the layer 26 and its folded portion 27 in this overlap region. The observed angular modification is less than that which may be observed in the central portion of layer 28. This is because the end of the reinforcing elements of the layer 28 is present and the coupling between the reinforcing elements is very weak.

  According to the tire produced in this way, in such a case where the layer 28 overlaps the folded part of the carcass reinforcement 27, the reinforcing elements of the carcass reinforcement layer 26 on each side of the meridional plane And the orientation of the reinforcing element of the folded portion 27 is maintained.

  The tire 21 of FIG. 2 further comprises a layer 29 of circumferential reinforcing elements made of aramid located radially outside the layer 28.

  FIG. 3 shows a tire 31 that is substantially the same as the tire of FIG. 1 except that the folded portion 37 of the carcass reinforcing layer 36 extends below a portion of the tread 32. Therefore, in FIG. 3, the end portion of the layer 38 is provided between the carcass reinforcing layer 36 and the end portion of the folded portion 37 in the axial direction. The overlap of the end of the folded portion 37 and the layer of the reinforcing element 38 extends over a length l ′ of about 6 mm. As in the case of FIG. 2, this overlap region causes a slight modification in the angle of the reinforcing element of the layer 36 and its folded portion 37 in this overlap region. The observed angular modification is less than that which may be observed in the central portion of layer 38. This is because the end of the reinforcing elements of the layer 38 is present and the coupling between the reinforcing elements is very weak.

  As in the case of the tire shown in FIG. 2, the tire manufactured in this way shows that in such a case where the layer 38 overlaps the folded portion of the carcass reinforcement 37, the meridian The orientation of the reinforcing element of the carcass reinforcing layer 36 and the reinforcing element of the folded portion 37 on each side of the surface plane is maintained.

  The tire 31 of FIG. 3 also has a layer 39 of circumferential reinforcing elements made of aramid located radially outside the layer 38.

  The invention should not be construed as limited to the examples shown, but of course extends to other alternative embodiments. In particular, in the case of a tire having an overlap between the folded portion of the carcass reinforcing material and the layer of the reinforcing element constituting the crown reinforcing material, the end of the crown reinforcing layer is inserted between the two carcass reinforcing portions or The end portion of one carcass portion, for example, the end portion of the folded portion extends to a form inserted between the end portions of the carcass reinforcing layer and the crown reinforcing layer.

  The invention actually extends to a tire that may have several carcass reinforcing layers and / or several working layers as described above.

  The present invention also aims to provide a tire manufactured using a hard-core type method, and it is possible that such a tire does not have a bead wire in the strictest sense, as described above. is there.

  The tire according to the invention further comprises other types of reinforcing elements, for example reinforcing elements which are directed in the circumferential direction and extend at least partly into the sidewalls as described in WO 02/09956. Can have.

  Tests and measurements were performed on the tire shown in FIG.

  Reference tests were performed in parallel using three types of conventionally designed tires for the same size and this type of size.

  The tire was mounted on a 3.5MT17 rim and inflated to the same pressure of 2.5 bar, to which a load of 115 kg was applied.

  The first reference tire (reference 1) is composed of two carcass reinforcing layers composed of rayon reinforcing elements that are stacked from one layer to the next and form an angle of 75 ° with respect to the circumferential direction. On top of this, a layer of circumferential reinforcing elements made of aramid was provided in the radial direction.

  The second reference tire (reference 2) has two carcass reinforcing layers made of rayon reinforcing elements forming an angle of 90 ° with the circumferential direction, and angles of + 25 ° and −25 ° with respect to the circumferential direction. It consisted of two active crown layers consisting of an aramid reinforcing element.

  The third reference tire (reference 3) is composed of two carcass reinforcing layers composed of rayon reinforcing elements that are stacked from one layer to the next and form an angle of 75 ° with respect to the circumferential direction, It consisted of one layer of circumferential reinforcing elements made of aramid with two working crown layers made of rayon reinforcing elements at an angle of + 30 ° and −30 ° with respect to the circumferential direction. .

  In the test, the maximum running speed was measured on the one hand and the cornering stiffness was measured on the rolling machine on the other hand.

  The various results obtained are summarized in the following table in the form of data relative to the reference 100 set with reference to the best of the performance of the three reference tires.

[Table 1]
Criteria 1 Criteria 2 Criteria 3 The present invention (FIG. 2)
Maximum speed 100 80 90 100
Cornering rigidity 80 100 100 100

  The values shown in this table indicate that the tires of the present invention have the best performance in both maximum achievable speed and cornering stiffness, with the overall structure being lightened, or at least of the reinforcement elements It shows that it is substantially the same in terms of quantity and weight.

  Specifically, the tires of the present invention with a simplified architecture, of course, use less material on the one hand, and on the other hand, the production time can be reduced accordingly, so that the weight is naturally It is light and expensive to manufacture.

Claims (11)

Reinforcing elements parallel to each other at least in the region of the maximum axial width of the tire and strictly speaking less than 75 ° with the circumferential direction and at least strictly within the equator plane with an angle of less than 65 ° with the circumferential direction A tire having at least one carcass-type reinforcement structure anchored to a bead on each side of the tire , wherein the at least one carcass reinforcement layer is within the bead. A side wall is provided as a radially outward extension of each bead having a portion folded around the bead wire , and the side wall is merged with the tread on the outer side in the radial direction, and the tire is the carcass type reinforcing structure Cushion comprising at least one active layer of reinforcing elements located radially outside the body and at an angle of 10 ° to 60 ° with the circumferential direction. A tire having a reinforcing structure under the tread, wherein the tire has at least two axially adjacent carcass reinforcing layer portions in the sidewall, and the reinforcing element of the carcass reinforcing layer portion Are oriented on each side of the meridional plane, and the reinforcement element of at least one active layer intersects the reinforcement element of the carcass-type reinforcement structure at an angle greater than 40 °, at least in the equator plane. and, wherein the reinforcing elements of the carcass reinforcing layer over at least a portion of said side wall, to name a circumferential and 65 ° greater than the angle, and the end of at least one folded portion of the carcass reinforcing layer wherein The radial distance between the radially inner end of the bead wire is the distance between the shoulder end and the radially inner end of the bead wire. Radial distance is 50% to 75% of the tire, characterized in that the. The reinforcing elements of each of the carcass reinforcing layer portions intersect at an angle of at least 6 ° with the reinforcing elements of adjacent carcass reinforcing layer portions;
The tire according to claim 1. The reinforcing element of at least one active layer forms an angle of less than 45 ° with the circumferential direction, at least in the equatorial plane;
The tire according to claim 1 or 2. In the case of a tire having at least two working layers, the reinforcing element of each working layer intersects with the reinforcing element of an adjacent working layer at an angle of up to 5 °.
The tire according to any one of claims 1 to 3. At least one carcass reinforcing layer including a portion folded around a bead wire in the bead, wherein the reinforcing element of the carcass reinforcing layer and the reinforcing element of the folded portion are oriented on each side of the meridional plane. ing,
The tire according to any one of claims 1 to 4. An angle formed by the reinforcing element of the working layer and the reinforcing element of the carcass-type reinforcing structure is greater than 70 °.
The tire according to any one of claims 1 to 5. And having at least one carcass reinforcing layer including a portion folded around a bead wire in the bead, and an end of at least one folded portion of the carcass reinforcing layer is overlaid on an end of at least one working layer. ing,
The tire according to any one of claims 1 to 6. The crown reinforcement structure has at least one layer of circumferential reinforcement elements;
The tire according to any one of claims 1 to 7 . The reinforcing elements of the layer of circumferential reinforcing elements are made of metal and / or woven and / or glass;
The tire according to claim 8 . The reinforcing element of the working layer is made of woven fabric,
The tire according to any one of claims 1 to 9 . A two-wheeled motor vehicle equipped with the tire according to any one of claims 1 to 10 .

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